The $1.2-million command center — which resembles a big RV painted black — will be parked near the intersection of Aviation and Century this weekend while the old railroad bridge is demolished. The idea is that it allows Metro and other law enforcement officials to push the latest traffic information out ASAP. More info on the Century Crunch closures is here.

Suggestions include a comprehensible intercom system, maps that show riders where the trains are located at present time, the ability to use a credit card or cell phone as a TAP card, better sealing off train tracks to prevent suicides, underground cell phone and wi-fi service (the cell phone service is on its way but no firm date when it will be completed) and more secure turnstiles.

Looks like businessman Casey Wasserman, 40, is heading up the Los Angeles bid attempt at the 2024 Summer Olympics. As the article notes, there are challenges. The first is that the U.S. Olympic Committee hasn’t decided yet to bid on the 2024 Games — they’re waiting to see how some Olympic reform attempts play out.

The other challenge is that Boston, San Francisco and Washington D.C. may be competing with L.A. for the right to be the American representative in the international competition. Los Angeles, of course, has already twice hosted the Games while the others would be rookies. I don’t see D.C. as being realistic — fair or not, the city is too intertwined with American politics to be appealing. But I can see Beantown and San Francisco being strong competitors. Boston has pretty good infrastructure and sports facilities at the many colleges in the region while San Francisco is, well, San Francisco. One knock on them: the nicest arena in the area is in San Jose, whereas L.A. has Staples Center, the Honda Center and other smaller areans that could easily host events (Galen Center, Pauley Pavilion, Sports Arena).

I mention all this because infrastructure always is discussed as part of bid efforts. On that front, Los Angeles is at the center of a Metro Rail and Metrolink system that did not exist in 1984 and will be growing considerably between now and 2024, with the second phase of the Expo Line and Gold Line Foothill Extension scheduled to open in 2016, the Crenshaw/LAX Line in 2019, the Regional Connector in 2020 and the first phase of the Purple Line Extension in 2023.

Just in Olympic terms, think about what that means. The Crenshaw/LAX Line gets Metro Rail closer to LAX and will include a transfer to the airport people mover that LAX is going to build. The Expo Line connects downtown Los Angeles and the USC campus to downtown Santa Monica and the Westside (where there are many hotels), the Gold Line Foothill Extension will stop next to Azusa Pacific University and Citrus College and better connect the San Gabriel Valley to the Metro Rail system, the Regional Connector makes travel on the Blue, Expo and Gold Lines faster throughout the region without as many transfers and the Purple Line Extension brings the subway to the Miracle Mile, one of the cultural centers of our region.

The above is on the current Measure R schedule and doesn’t include the possibility of project acceleration if Metro pursues another ballot measure in 2016 (the agency is contemplating it).

The editorial builds off the recent flap over bike lanes on Figueroa in northeast L.A. and Highland Park.

Excerpt:

Unless some demonstrable miscalculation was made in the bike plan, or unless there’s a real safety issue, individual City Council members should not be tinkering with the plan, which was designed carefully with the whole city in mind. Currently, Los Angeles has 337.62 miles of dedicated bike lanes. Cedillo is looking at alternatives to the Figueroa corridor, but the city planners chose these designated routes for specific reasons; nearby streets, they say, won’t work. The idea is to create a seamless network of bike lanes that allow cyclists to travel continuously from one point to another.

No one said it would be easy to make legions of drivers in car-obsessed Los Angeles relinquish a fraction of their lanes to bicycles. No driver wants to be slowed down by even 47 seconds. And it’s understandable that drivers are frustrated when they see congested roads and empty bike lanes.

But the more the city continues to implement its bike plan, the more extensive the network of bike lanes becomes. The hope is that over time, those lanes will begin to fill up — and maybe some drivers will get out of their cars and onto bikes.

That neatly distills what’s happening. I think you could say the same thing about the transit network. Networks are more powerful than individual lines. There are some other challenges when it comes to bikes but hopefully more people will use the lanes and the backlash will die down.

A Congressman from Queens is introducing a bill that would allow bike share users to have the cost of bike sharing deducted from their paychecks on a pre-tax basis, just as is currently allowed for transit passes. The Post sounds a tad skeptical, but that is to be expected.